Multiple flight aircraft



March 6, 1951 Filune les, 1945 GAP. HERRICK MULTIPLE FLIGHT AIRCRAFT 3 Sheets-Sheet 1 INVENTOR. GERARD F HERR/CK Buwigewmww y ATTORNEYS March 6, 1951 G. P. HERRlcK 2,544,497

MULTIPLE FLIGHT AIRCRAFT Filed June 16, 1945 s sheets-sheet 2 I N VEN TOR. GERARD /P #mK/CK March 6, 1951 C.;- Fl HERRICK 2,544,497

MULTIPLE FLIGHT AIRCRAFT Filed June 16, 1945 3 Sheets-Sheet 3 INVENTOR. GERARD P HERR/CK 5M, flauw* um Patented Mar. 6, 1951 UNITED STATES PATENT OFFICE n l MULTIPLE FLIGHT AIRCRAFT Gerard P. Herrick, New York, N. Y.

Application June 16, 1945, Serial No. 599,807

4 claims. 1

This invention relates to airplanes which are operable either as a fixed plane type of craft or as a rotary wing type of craft.

One object of the invention is an airplane of this character which may be easily converted from one type of craft to the other while in the air.

In converting from a rotary wing craft to a fixed wing type of craft while in the air one of the diiliculties encountered is that of arresting the rotation of the wing quickly enough and Without undue strain on the craft structure. The inertia of the rotating wing is large and therefare requires large vbraking forces in'order t0 quickly arrest the rotation against the inertia forces and also any auto-rotating forces vof the air which may be applied to the wing at the instant of conversion. When these braking forces are applied at the axis of rotation of the wing the braking forces required are unduly large due to the long leverage at which the inertia forces are applied and the plane structures need to be of correspondingly heavier construction in order to transmit these braking forces from the central axis through the' wing. The provision of conventional mechanical braking mechanisms applied at the axis of the rotating wing must be capable of applying the large braking forces necessary for a quick stoppage of the wing and correspondingly heavy braking mechanisms, and this, together with the heavier plane structure required, would be at the expense of paying load.

I overcome these difficulties in the conversion to a fixed wing type by devising a braking means embodying the principle of reaction jets and mounting and distributing or locating these braking units at suitable points in the leading edges of the rotating wing halves for arresting rotation of the wing. This has the advantages, among others, of applying the braking forces more nearly in line with the rotating inertia and autodriving forces and thereby eliminating or minimizing the lever arm of application of these forces, with the jet reaction braking forces being applied at the most efficient point or points of application with reduction of the braking forces required and with structures embodying minimum weight. One or more of these jet reaction brake units may be located on the leading edges of the wing halves and when more thanone jet is employed per half, they are distributed along A the leading edge so as to apply the jet reaction braking forces with a maximum of eiiiciency and minimum strain on the rotor.` This also has the the jets is instantly applied the moment the jets begin operating so as virtually to approach if not effect an instantaneous stoppage from maximum rotation of the wing, thereby obtaining continuous efficient operation of the plane as a rotarywing craft up to the instant of conversion and the strain on the wing structure is minimized by this location of the braking forces at points on the leading edge disposed intermediate the wing tip and the axis of rotation. The jet reaction brake means also has the advantage of lightness in weight for the braking power plant and in its simplicity of construction, operation and control.

A further object of the invention is a convertible craft of the character set forth wherein the rotary wing is started in rotation upon conversion from fixed wing operation by jet propulsion means disposed at the trailing edges of the rotor halves, whereby a quick and eiiicient starting'of the rotor is effected, with minimum strains on the craft structure and with freedom from rotating torque between the rotor and the body of the craft.

A further object of the invention is the rotation of the rotor by jet propulsion means disposed at the trailing edges of the rotor halves, when the craft is operating as a helicopter, as for example by the starting jets, and this eliminates the necessity for the conventional anti-torque power means employed in conventional helicopters and otherwise simpifies the driving of the rotors.

A further object of the invention is a craft of the above indicated character wherein the rotor is operable either as an auto-rotating rotor or as a helicopter.

A further object of the invention is a craft of the above indicated character having a rotor mounted for pivotal movements in vertical planes as it rotates.

During the conversion of the rotor Wing the strains are large upon a non-pivoting rotor and in a pivoting rotor the angle of pivotal movements is apt to be excessive with resultant high rolling movements and dangerous strains on the structure and I have devised means for limiting the strains and cushioning the pivotal movements and limiting them to angles which are not excessive. One such cushioning means comprises one or more shockv absorbing and resisting units embodying the principle of jet reaction which are disposed either on the upper or lower sides of the rotor halves at Ipoints outboard thereof with the axis of the jet nozzles directed to deliver cushadvantage that the maximum braking force o f u lening and limiting forces operating vertically or at an angle to the horizontal. In the case of the non-pivoting rotor one or similar units may be provide'd for minimizing the strains.

A further object is the control of such cushioning jets in a vnnn'er to apply the cushioning forces at the predetermined points in the circular path swept by the rotor.

For a better understanding of the invention reference may be had to the drawings forming a part of this application, wherein Fig. 1 is a diagrammatic view inplan of a half of the rotary wing;

i Fig. 2 is a front view thereof;

Fig. 3 is a plan view of the fixed wing when embodied in the craft, diagrammatically illustrating propulsion means;

Fig. 3A is a plan view of a modification;

Fig. 4 is a plan view diagrammatically illustrating a modification;

Fig. 5 is a plan view of a modification;

Figs. 6 and 7 are detail views of the control of the jet nozzle outlets;

Fig. 8 is a plan view diagrammatically illustrating another modification;

Fig. 9 is a front view of another modification;

Fig. 10 is a view illustrating a further modification;

Fig. 11 is a plan view corresponding to Fig. l0;

Fig. 12 is a diagrammatic view of an alining and leveling means for the convertible lifting surface;

Fig. 13 is a sectional view along the line I3 of Fig. 12;

Fig. 14 is a sectional view along the line I4 of Fig. 12; and

Fig. 15 is another diagrammatic view of the mechanism shown in Figs. 12 and 13.

Referring to Figs. 1 and 2, I have illustrated my invention as embodied in an airplane having a wing I which is operable either as a rotary wing or as a fixed wing. This wing is mounted for rotary movement about an axis 2 and when so rotating it may function either as a helicopter supporting rotor or as an air-driven rotor and the latter operation is referred to herein as gyro" operation, for convenience. The wing I is pivotally mounted for pivotal movements in vertical planes by means of the horizontal pivot 3. A vertical shaft 4 is indicated diagrammatically in Fig. 2 which forms a vertical rotating structure for rotating the wing about the vertical axis 2. A fuselage or elongated body 5 is shown and the vertical shaft 4 is mounted for rotation in the frame of the fuselage. A stream-lined housing 6 extends up from the fuselage 5 to the wing I. The mounting for supporting the wing I for rotation in horizontal planes and for pivotal movements in vertical planes is shown diagrammatically since the structure thereof forms no part of the present invention.

It is understood that the wing I may be fixed and fastened rigidly transversely of the fuselage 5 for operation as a xed plane craft and that it may be released for rotation as a rotary wing about the axis 2 and for pivotal movements in vertical planes, as described about the horizontal axis 3, and that any suitable means may be provided for rigidly fastening the wing for fixed plane operation and for releasing the wing for rotary operation while the craft is in the air.

The time element in conversion from one type of operation to the other is of great importance and should be as short as possible, with due regard to other factors. For example, in converting from a rotary type craft to a fixed plane craft 4 it is important that the conversion shall take place quickly, with a minimum of time for the conversion period. In order to arrest the rotation of the wing in such conversion in a minimum time interval and with minimum strains on the craft, I have devised an effective braking means comprising the principleof reaction devices located at the leading edges of the rotor halvesA and preferably these reaction brakes are disposed on both rotor halves. By distributing two or more of these brakes along the leading edges the braking forces may be utilized with a maximum of efiiciency in opposing and counteracting the inertia forces of the rotating wing although in certain cases only one braking jet may be employed. In the drawings (Figs. 1 and 2) I have illustrated only one such brake on a rotor half, namely the braking device 'I which is located outboard of the midway point of the rotor half, but it is understood that two or more may be used for each half. The brakes being thus disposed at the leading edges of the rotor halves and being thus disposed outwardly from the axis of rotation 2. may be utilized to supply the necessary braking power to the rotor to quickly arrest its rotation in conversion from a rotary plane type craft to a fixed plane type craft. The maximum braking power desired may be thus applied to the plane without putting undue strains on the wing frame and the period from beginning of operation of the braking jet or jets to complete stoppage of rotation of the plane may be reduced to a time interval so small as to render the conversion from rotary type to fixed yplane type operation with a maximum of safety in conversion.

These reaction braking devices may assume any form capable of effecting a rapid stopping of the rotating surface. They may takev the form of one or more gun cartridges mounted to discharge in the direction of rotation either on the leading edge or edges of the rotating surfaces, or in any position so as to impart powerful braking forces to the continued rotation of the surfaces. They may also take the form of conventional rocket motors similarly mounted to quickly brake the rotation and stop the surfaces. 'I'hey may take the form of conventional reaction jets continuously or intermittently supplied with fuel burning charges issuing from the leading edg 3s of the rotating surfaces or mounted in any other manner to apply powerful braking forces so as quickly to overcome the inertia and aerodynamic forces tending to continue the rotation. It is understood therefore that these reaction braking devices I may assume these and any other forms of devices capable of applying forces by reaction effective to quickly arrest the rotation of the surfaces.

When supplied either continuously or intermittently with fuel burning charges, the braking reaction jets I may be supplied with combustion charges in any suitable manner. I have diagrammatically illustrated a combustion chamber 8 supplying the fuel charges to the braking jet nozzle. A fuel line 9 leads to the combustion chamber 8 from a fuel supply I0 located, as for example in the central portion of the rotary wing I and a pump II is shown in this line so as to supply the required amount of fuel through the pipe 9. Centrifugal force due to the rotating wing will assist in supplying the fuel to the combustion chamber 8. The air for the combustion charge is supplied through the pipe line I2 and a funnel, or scoop I 3 is shown in the leading edge of the'rotor halves for scooping up air and supplying it to the pipe supply line I2 through an interconnecting pipe I4. An auxiliary oxygen tank I6 is also shown for supplying the pipe I2 oxygen when needed, the oxygen flowing through a pipe I6 to the pipe I2 and a manually or otherwise controlled valve II is disposed in this pipe I6. A manual control for the valve I1A is diagrammatically shown at I8. I have also shown diagrammatically an electric ignition plug or means I9 disposed in the combustion chamber 8 and anelectric supply line with a control switch 2l therein is diagrammatically shown for supplying electric ignition energy to the igniting means I8. If desired the jet T may be provided with a control valve 22 for controlling or regulating the supply of fuel charges from the combustion chamber 8 to the jet I and at 23 I have shown diagrammatically a manual or other suitable control for operating this "valve 22. y

When the wing I is operating as a fixed wing craft it is desirable that the opening of the air funnel or scoop I8 be closed and I have shown diagrammatically such a means at 24. This closure 24 may be of any type, as for example of the louvre type indicated diagrammatically in Fig. 2, or like the closures 26 of Figs. 1, 2, 6 and '1, and I have shown at 25 aimeans for operating this closure 26. It is also preferable that the opening ofthe jet 'I be closed -at all times except when the craft is, being converted from a, rotary plane type to a. fixed plane type. Such a closure is shown diagrammatically at 26 and a manual control comprising a rod 21 is provided for operating the closure 26. This closure 26 which is shown diagrammatically in Fig. 1 may be of the structure illustrated in Figs. 6 and 7. Referring to these figures the closing lid 26 is pivotally mounted at 28 to a part of the rotor frame and is biased to closed position by a spring 29 which is fastened at 30 to the closure 26 and at 3l to a pin carried by the frame element 32. By this means when the braking jet 'l begins to operate the closure 26 is opened automatically by the pressure of the jet against the tension of the spring 28 but when the jet 'I is discontinued in operation the closure 26 is again closed by the spring 29. This closure 26 may also be operated manually by the control rod 2l, the latter being pivotally attached to a arm 33 fastened to the pivotal shaft of the closure 26. Thus by means of this rod 2'I the closure 26 may be opened during the operation of the braking jet and closed when the wing is arrested in its rotation.

The craft may therefore be converted from a rotary plane to a fixed plane type in a period of the more efficient they are because of the relatively higher speed. The lesser strains put upon the structure by the utilization of the jet brakes renders it possible to design frame structures of lesser weight or with greater factor of safety and with increase in paying load.

IIt is also important in converting from fixed plane to rotary plane operation that the motor be started and brought up to a rotary assisting speed in the shortest time practicable and for converting from a fixed plane to rotary plane operation I utilize j'et propulsion motor means disposed at the trailing edges of the plane halves. One or more such jet propulsion units may be provided for each rotary plane half and when two or more such units are provided for each plane half, for

dependability or power or distribution, they may time so short as to approximate instantaneous s conversion thereby contributing to the safety during conversion. The utilization of a brake embodying the jet reaction principle for stopping be disposed closely adjacent each other or spaced.

from each other outwardlylfrom the central axis; of rotation. -Referring to Figs. 1 and 2 I have shown one of Vthese jet power propulsion units at 40. These propulsion units 4I! may be supplied with combustion charges from separate combustion chambers or from the same combustion chambers 6 which supplied the Abraking jets l. I have diagrammatically illustrated the units 40 as being supplied with combustion charges from the combustion chamber 8. These units 4I) are provided with a control valve 4I disposed between the chamber 8 and the jet 60 for closing the jets 40 off from the combustion chamber 8 when the braking jets I are operating and a manual or other means 42 is diagrammatically illustrated for operating the control valve II. When the braking jets 1 are not operating the `valves 22 are closed.

v 'mus through the jet propunion units 4o the wing I may be started and brought up to rotary sustaining operation very quickly and -with minimum strains on the rotary plane and on the craft.

There is not transmitted to the fuselage a twisting torque and the wing may be started without undue strains and upsetting forces being set up.

When the speed o'f the plane or wing is high' enough to reach the gyro operating stage the propulsion units 40 may-be discontinued and the,

craft operated as a gyro with the plane or wing- I pivoting about the horizontal axis 3 as it rotates. If it is desired to operate the craft as a helicopter the propulsion units 40 are continued .in operation. 'I'he rotary plane or wing is thus obtained, as for example, the elimination of the the wing during conversion has the advantage,l

among others, that it functions without transmitting to the fuselage or frame of the plane a twisting torque and accordingly no appreciable interfering or upsetting control forces result from this braking means, which is not true of conventional mechanical braking between the body of the craft axis of rotation. The braking jets need there# fore be of comparatively small power and the further they are removed from the axis of rotation application ol' rotating power from the central axis, the provision of a starting and driving power plant which is characterized by its lightness of weight, and this driving means renders practicable the designs of lesser weight with greater factors of safety and .with increased paying loads. Also as shown and above described, the same supply andfuel charge forming means may be utilized for both the braking jets and the propulsion units.

The propulsion units 40 may beprovided with a means for controlling the jet openings similar to that shown in Figs. 6 and 'l and described above. i

15 'In the particular embodiment of the craft combustion charges from a combustion chamber `shown diagrammatically at 41. A conventional cooling chamber 48 is disposed about the combustion chamber 41. Conventional fuel tanks 49 and pumps 50 are illustrated for supplying fuel Y, charges to the chamber 41.

Also in Figs/1 and 2 I have shown a conventional propeller I which may be driven by a conventional internal combustion engine disposed in the fuselage 5 for propelling or assisting in propelling the craft through the air. The propulsion jets 46 may be employed alone for propelling the craft through the air as a fixed plane craft or they may be utilized for propelling or assisting in propelling the craft translationally when the craft is operating as a rotary plane type. These propulsion jets 45 may be utilized at all times for propelling or assisting in propelling the craft or they may supplement the propeller 5I for assisting in the take-off of heavy loads with short distance runs or for obtaining bursts of speed inl flight when the demand arises for such bursts of speed. Also propulsion jet nozzles are provided on the trailing edge of the rotor wing which assist the propeller 5I, the jets 46, andthe rockets when the wing is xed.

In the embodiment of Fig. 3A I have illustrated starting rockets 52 for assisting in propulsion of the craft, as for example for assisting in taking off under heavy loads. These rockets 52 may be controlled by'the ignition circuits 53 having control switches 54 therein. Such rocket jets may also be used for starting and stopping and cushioning the ro'tor.

In conversion from fixed plane operation to rotary plane operation, after the release of the means locking against oscillating or pivotal movements in vertical planes, the oscillating angles of the plane before it reaches its maximum gyro rotating speed tend to become excessive at certain positions of the plane in its rotary sweep as previously mentioned. These excessive angles tend to put an undue strain on the mounting and frame of the craft and it is advisable to cushion the pivoting movements at the permitted limits of oscillation so as to minimize the strains on the Vcraft and to avoid upsetting control forces being imparted to the craft.

In Figs. and 11 I have illustrated a novel and improved means for controlling or neutralizing the moments of the wing I about the axis- 3 during this conversion operation. This means embodies one or more jet reaction nozzles supplied with fuel charges in any suitable manner and directed in a manner to oppose the tendency of the wing I to assume angles about the pivotal axis 3 and so balancev and/ 0r increase the rotor lift. These nozzles are disposed outboard of the central pivotal axis 3 so as to obtain the desired leverage for the action of the nozzles. These nozzles may be disposed on both sides ofthe axis 3 or they may be disposed on only one side. Likewise they may be disposed either on the upper surface of the wing or on the lower surface or on both. In the embodiments shown in Figs. l0 and 11 I have -illustrated a pair of nozzles 60 and 6I disposed on one-half of the wing I, the nozzle 60 opening through the lower surface ,and the nozzle 6I opening through the upper surface of the wing I and each of these nozzles is directed at an angle to the horizontal so as to apply a force opposed to pivotal movements generally in the direction of the nozzles. In the particular embodiment shown the nozzles are disposed at acute angles to the horizontal for convenience of construction and arrangement although the nozzles would naturally have greater effect if they were directed vertically or nearly vertically. The arrangement is such that the nozzle 60'becomes operative or is supplied with a fuel charge at that point in the revolution of the wing I where this particular wingv half tends to assume its llowest position, and the nozzle 6I at that point in the revolution where this wingl half tends to assume its highest position. To accomplish this purpose I have illustrated diagrammatically a pair of controlling valves 60 and 6I which are disposed in the nozzles in a manner to open and close them by some operative means. The valves are mounted on a control shaft 62 and this control shaft 62 is oscillated by a lever arm 63 through a connecting link 64 and a reciprocating rod 65.

` The latter extends through a guide 66 for guid- A spring 1I having one end engaging the guidevv66 and the other end engaging the shoulder Ii'I yieldingly bias the shoulder 61 against the stationary track 68. In the particular embodiment shown the shoulder 61 of the mechanism on the wing half illustrated in Figs. 10 and 11 is now just riding over the raised cam surface 69 to close the nozzle 6I and to open the nozzle 60 so as'to cushion the depression of this half of the wing. When this particular wing half reaches the diametrically opposite point illustrated from that in Figs. 10 and 11 wherein the wing half is tending to rise too far, the reverse controll of the nozzles 60 and 6I is effected, whereby the nozzle 6l is opened and the nozzle 60 is closed and this is leffected by the shoulder 61 dropping into the recessed cam 10. In the particular embodiment shown the nozzles 6I) and 6I are duplicated on the wing halves together with their control means, both controls being operated by the stationary cam 68.

The nozzles 60 and 6I may be supplied with fuel charges in any suitable manner as, for example, by the fuel chamber 8' similar to the fuel chamber 8 of Fig. 1, together with the fuel supply means and control shown in connection therewith which are omitted from Figs. 10 and 11 for convenience in illustration. This fuel chamber 8 may be the same fuel chamber as chamber 8 shown in Fig. l for supplying the jet nozzles 'I and 40, these nozzles 1 and 40 also being omitted from Figs. 10 and 11 for convenience in illustration.

Ordinarily the nozzles 60 and 6I would need to be in operation only during the starting and stopping periods in converting from fixed wing flight to rotary flight and vice versa, when the difierence in lift between the advancing and retreating blades is excessive. However under conditions where this excessive difference exists in `continuous flight the invention could be utilized;`

In the embodiment of Fig. 4 the convertible lift ving surface I is provided with the jet reaction braking nozzle 1 and the jet propulsion nozzles 40 like Fig'. 1, certain of the mechanisms being omittedin Fig. 4 for convenience in uiusiranon.

This embodiment also has the starting rockets 52 for conversion from fixed surface to rotary surface operation and by the use of such starting means the oxygen supply I5, I6 and the controls I1 and I8 may be omitted from the embodiment of Fig. 4 ksince the surface may be'brought up to sufficient speed to take in the required amount of air through the scoops I3 for forming the fuel charges without the necessity of the extra oxygen supply. The \jet propulsion nozzles 40 may in this case be used only for jet propulsion after starting but they may be used to assist the rockets 52 after the latter have brought wing up to suicient speed to get the required air through the scoops I3.

In the embodiment of Fig. 5 the use of the oxygen supply I5, I6 of Fig` 1 may also be dispensed with since an auxiliary starting means is illustrated. This auxiliary starting means is in the form of an elastic tension motor 80, this motor being duplicated in each wing half and provided with fastening connections 8| on one side to the wing structure and on the other side or end with cables 82 wound about the drum'83 which is mounted so as to start the wing from rest and bring 'it up to the required rotating speed to be picked up by the auto-rotating forces. This tension starter may be utilized also as a brake for assisting in the stopping of the rotating wing upon conversion from rotary operation to fixed wing operation. Thisl tension motor 80 may be of the type illustrated in my application, entitled Aircraft Operable Either as Fixed or Rotary Lifting Surface Type, Serial No. 596,986, led June 1, 1945, now U. S.'Patent No.,2,518,007, and for a more detailed description of its structure and the y mechanism associated therewith for assisting in starting the wing and for assisting in stopping the wing reference may be` had to said application.

In the embodiment of Fig. 8 I have illustrated convertible lifting surface I as provided with a multiplicity of rocket motors 52 and 52.. each rocket being in the form of an individual power unit of the desired traction power with the units being adapted to be used in succession as the rocket motors successively lose their power, that is one rocket or a group of rockets containing two or more may be utilized simultaneously to furnish the required power with other units or groups of units to be put in operation successively as th'e units are depleted of their power or if one fails another can act. In Fig. 8, for example, I have shown the wing I as provided with a multiplicity of rocket power units 52, there being illustrated ve on each wing half but it being understood that as-many of these units may be employed as may be desired. 'Ihese groups of units 52 are utilized for starting the wing I in rotation in conversion from xed surface to rotary surface operation and may also be used as the power means for rotating the wing I in helicopter operation.

The fore and aft opposite sides of the wing or liftingsurface l are provided with a multiplicityAA of similar rocket units 52' and one or more of these may-be used for arresting the rotation of the lifting surface I in conversion from rotary to fixed operation. The units 52 on one wing half and 52 on the other wing half may be utilized in succession for traction as a fixed surfacez craft either by themselves orI to assist other traction means provided such. for example, as the nozzles 46 on the permanently fixed wing 45, or the propeller 5I or the rockets 52 of wing.

In the lembodiment of Fig. 9 I have shown a convertible lifting surface I' which differs from Fig. 3A in the permanently fixed the lifting surface I described above in that thev latter is mounted for pivotal movements in vertical planes about the pivotal axis 3 whereas the lifting surface I'y is not provided with such piv-.

otal axis or pivoting movements.

For controlling or neutralizing the rolling moment due to the unequal liftof the rotor halves of the rotor I on opposite sides of the axis.ire action jet mechanisms of the character shown in Figs. 10 and l1 may be provided in Fig. 9 for applying moments opposing the /rolling moments and thereby stabilizing the craft. It is understood that the reaction jets and. 6I of Figs. l0 and 11 are diagrammatically shown and are intended to apply to either a conventional .iet supplied continuously or intermittently with burning fuel charges under the control of the valves 60 and 6I' or they may be of the type of reaction jets of the' explosive reaction type such as gun 'cartridges or they may be of the rocket type. In

certain cases one of the two latter types of reaction devices may be preferred because of the ease of control to get the reacting power desired and with the certainty and promptness desired.A

In Fig. 9 I have schematically shown reaction devices I2l mounted to oppose the rolling moment applied to the craft. Only one such reaction device is illustrated in Fig. 9, for convenience in illustration, and it may be mounted on the fuselage 5 and in the particular embodiment shown it is illustrated as carried by a hollow support I20 from the bottom of the fuselage. The hollow support I20 may be utilized for supplying continuously or intermittently fuel charges to the reaction device I2I where the latter is a conventional reaction jet nozzle or the support |20 may be utilized for the controls leading .to

the reaction device I2I if the latter are explosive cartridges or are conventional rockets. It is important that the opposing or neutralizing action of the reaction device or devices I2I be controlled to apply a force to the craft suilicient to keep within safe limits the unbalanced rollingl moments at the times they occur. For ease of control in getting a practically instantaneous reaction similar to the reaction or kick when a gun is fired, the gun cartridge or rocket type of reaction device may be preferred. A cam device may be employed in Fig. 9 for controlling the reacusar reacting devices. For example. I have illustrated the devices |2| as rotatable through an angle of 180 from one lateral horizontal position to the other.

In the embodiment of Fig. `l and other embodiments illustrated the .iet propulsion nozzle or nozzles 40 on one wing half and the jet propulsion nozzle or nozzles 1 on the other wing half may be utilized for propulsion while the craft is operating as a fixed surface craft, thus assisting any other traction means provided as, for exampleI thevjet propulsion nozzles 4B and/or the propeller 5|. In this form of ship there is a tendency for the integrated line of drag not to coincide with the integrated thrust line by reason of, for'example, superstructure. Thus there is a tendency to oblige the use of power to keep the ship in a desired line of flight. To overcome this, a line of thrust may be established with a component approximately equal to the unbalanced line of drag from such 'superstructure by the proper inclination of jets '1 and 40. These jets may be adjustable in direction, if desired.

' Any suitable means may be utilized for orienting and locking the convertible surface for xed surface night. For example, I have illustrated in application entitled Convertible Aircraft, Serial No. 596,987, led by me on June l, 1945, now U.

-S. Patent No. 2,518,008 (and also in the above convertible wing is indicated at 4 and the pivotal axis about which the convertible wing I pivots in vertical' planes is indicated at 3 in Fig. 13.

` Around the shaft 4 upon which the convertible wing I is mounted is disposed a tubular frame member 90, it being understood that this vtubular frame member 90 isxed to the ,frame of the t'ericr4 ana'ioncitudinnw c: tnechaft 4. ,This

collar II is provided with a pair of alining and locking members 91'disposed adjacent to and .exteriorly of the periphery of the collar which members cooperatively function with the extensions ,c 92` and 93 of the fixed frame member 90 and the recesses toaline fdloclcthewinginfixed surface operation position when the collar 95 is moved downwardly. In this operation the alining is facilitated by these members 91 engaging and following thercam surfaces 92' and 93' until they are disposed in the recesses 9|. In the particular embodiment shown these members 91,are in the form of'wheels or rollers journaled pn stud shafts 90 and 99, the former being illustrated as formed integrally with the collar 95 and the latter being screw-threadedly attached thereto. The alining and lociiingv operation is eected by- ,lowering the collar 05 on the shaft 4. If the wing is properly alined when the collar 95 is lowered the rollers` 91 enter the recesses 9| to firmly lock the wingin xed position. If the lifting surface is not alined the rollers 91 engage craft. This tubular frame member is provided f with recesses 9| disposed on the opposite sides thereof and the tubular frame member 90, is provided with oppositely positioned tapered extensionsV 92 and 93 extending upwardly from the recesses 9|, and these tapered extensions thus provide tapered surfaces 9 2' and 93' respectively on these extensions.y The pair of cam surfaces 92' merge at the -top at 94 and likewise the pair of i cam surfaces 93' merge at the top at a similar point 94. These cam-surfaces merge at the bottom at the sidewalls of the recesses 9| which recesses are provided in the particular embodiment shown with a circular bottom 9|'.

The shaft 4 which carries and supportsv the f 1 ing means comprises an annular ring or collar 95 which is mounted for relative vertical movement on the shaft 4. This collar is preferably provided with frictionless rollers 96-which engage the exterior of theshaft 4 andthese rollers 96 are indithe cam surfaces 92'.and 90' to impart to the wing a partial rotation to bring it into proper alinement, the rollers finally entering the recesses 9|.

The collar 95 'may be operated from the full line position shownin Fig. 12 which is the rotary operation position to the fixed locking positionA by any suitable means and in the particular embodiment I have illustrated a vertically movable ring |00 surrounding the shaft 4 and fastened tov the collar 95 by means of three rods |0|. 'I'he ring |00 and the collar 95 thus move as a unit. There is journaled .to the ring a ring |02 in such manner that the rings may relatively rotate with respect to each other but fixed against relative movement longitudinally'of the shaft 4. In order to operate the collar from one position to the other it is only necessary to operate the ring |02 and this may be done by a manually or otherwise operated operating member |03 which is rigidly fastened to the ring |02.

In order to avoid any possibility of the alining menne s1 engaging me extensions n and sa et' the point 94 in a manner such that the collar will -.be held in thatl non-alinedposition without the rollers engaging the cam surfaces 92 and 93' I have provided an eccentricaliy pivoted member |04 pivoted at |05 to a tongue |99 formed `on the extensions 92 and" 93. 'I'his member |04 is held in the position illustrated in full lines in Fig. 12 by a suitable engaging Spring |01 engaging the member |04 at one end and disposed in a recess formed in the extensions 92 and 93.- The arrangement is such that if the'rollers 91 should engage the points 94 the members |04 being eccentrically pivoted are shifted over to avoid any possible dead center condition, the rollers .91

being thereby shifted to one side to follow the or stud shaft 99 is formed on a bracket |08 and thus the latter forms a rigid unit with the collar 90. The bracket |09 is provided with a levelling recess lic and when the bracket les and the collar 95 unit .is moved downwardly.- this recess gradually brings the wing to a level position if it is not already in a level position, causing a I levelling nember of the wing frame to be engaged by the curved walls of the opening ||0. This frame member is joined at the bottom to two other wing frame members ||2 and is graducated as following grooves 4' formed on the ex- 7s ally tapered in width or diameter in the downrecess I I formed in the bracket |00, this smallest e diameter in the'curved walls of the recess IIO being indicated at IIO'.

Thus the convertible wing in conversion from rotary to xed operation may be alined and locked in the fixed surface operating position by the manipulation of the member |03 in a vertical direction. The collar 95 in its lowermost position, namely in the recess BI of the frame member 90 locks the wing securely against rotation. The bracket |08 which is lowered with the collar 95 gradually reduces the play between the frame member and the walls of the opening IIO to gradually level the wing during the downward movement and in the lowermost position of the bracket |00 the wing frame member I II together with the wing frame members II2 are securely locked against oscillation about the axis 3.

Thus Figs. 12, 13 and 14 illustrate simple means for orienting, levelling and locking the convertible lifting surface in fixed position with certainty and l rapidity. In cases where the lifting surface is not mounted for oscillatory movements ,in vertical planes the levelling and locking means against pivoting movements is omitted.

Where the, means for locking the convertible lifting surface in fixed position set forth in the applications above referred to are utilized in the craft herein shown, instead of the structure illustrated in Figs. 12 to 14, the motor reversing means shown in said applications may be dispensed with since the reaction braking nozzles for arresting the rotation of the rotating surface may automatically function not only to arrest the rotation of the rotating surface but to' reverse it thereby cooperatively functioning with the locking means of the other applications in the place of` the reversible motors shown therein.

The reaction jet braking means shown herein are automatically discontinued in operation upon the arrest of rotation of the convertible lifting surface due to the lack of adequate supply of air through the air intakes which is also an advantage in control. When the lifting surface is'thus arrested in its rotation the locking means shown in Figs. 12 to 14 is brought into operation either manually or responsively to the stopping to effect the orienting, levelling and locking of the surface in xed position. Any suitable manual means or suitable means acting responsively to the arrest of rotation or stopping of the rotation may be utilized and it is deemed unnecessary to illustrate such means.

I 14. and safety since the desired increase in traction may be readily obtained therefrom during-such conversion.

I have purposely omitted from the drawings of this application any specific description of means for controlling the angles of incidence of the convertible surfaces but it is understood that the rotor halves are variable in angle of incidence and that it is desirable to provide a vertical lift control which varies the angles of the rotor halves equally for control of the vertical lift while operating as a helicopter or driven rotor. It is also desirable to provide for periodic control Vof the rotor halves as, for example, the controls for yarying the angles of incidence of the rotating wing halves at certain points or through certain ranges of each revolution. This control is desirable both for helicopter operation and for` gyro or autodriven operation. Any conventional controls or any of the controls set forth in the aforemen- In cases where the locking means of the aforel mentioned application Serial No. 596,987 are employed which requires a reversal of the rotation of the surface fora partial revolution or in cases where the air intake from the atmosphere would be insufiicient to produce the fuel charges for the reaction braking jets as the rotary speed approaches zero, the auxiliary oxygen' supply for the fuel charges herein illustrated are arranged to come into operation to supplement the air intake and the manual means illustrated may be utilized for this purpose or if desired any suitable means responsive to the slackening of speed may bev provided for this purpose.

The rocket and jet propulsion traction arrangements set forthherein facilitate conversion from vrotary to fixed surface operation with certainty tioned applications may be utilized for this purpose either by themselves or in combination with conventional xed surface operation controls or the controls of said applications.

It is understood that the braking devices 'I of any of the different types of reactiondevices above described may be used for reverse rotation of the rotor, where it is desired to have such reverse rotation as, for example. imparting to the rotor a partial revolution in reverse for orienting the rotor for fixed surface operation as, for example, when using the orienting means described in the above-mentioned applications, Serial No. 596,986 and Serial No. 596,987.

Itis understood that if desired rotating power may be applied to the shaft 4 to start rotation of the rotor I upon conversion from ixed surface to rotary operation and for this purpose a conventional combustion starter may be employed as, for example, to obviate the necessity of the oxygen tank I5 which has been shown as furnishing the oxygen for the initial charges for the operating jets 40, the scoop I3 now taking in suilicient air fg; Ihat purpose after starting by the combustion s r er.

In Fig. 1 I have illustrated a scoop I3' on the opposite edge of the rotor I from the scoop I3 for the purpose. of supplying air to the supply pipe I2 when the rotor I is rotating clockwise and a valve I4 is shown for connecting either of the scoops I3, I3' with the air supply pipe I2. This valve Il may also function to disconnect one of the scoops when the other is connected with the pipe I2. 'I'he air scoops I3 and I3' on the opposite edges of the rotor I would be particularly useful when the rotor I is symmetrical, enabling the rotor I to operate in either direction.

In Fig. 9 I have illustrated a jet reaction device I2I which is variable in direction for changing in direction to actas either a propulsion or braking device.

I claim: 1. In an aircraft, a convertible lifting'surface operable either as a rotary surfaceora fixed surface, braking means for /irresting the rotation of the surface comprising, a reaction jet nozzle disposed outboard of the surface and at the leading edge thereof, a fuel charge forming chamber in communication with said nozzle and an air supply to said chamber comprising an air scoop at the leading edge of the rotating surface.

apagar I 2. In a convertible aircraft having a lifting surface convertible from rotary operation to fixed wing operation, a jet motor enclosed in each half of the rotatable wing and having a combustion chamber disposed centrally of the wing, a pair of opposing nozzles connected with the combustion chamber and opening in 'the leading and trailing edges of the wing and valve means associated with each nozzle to bring into operation one nozzle or the other. A

3. In a convertible aircraft having a rotatable wing adapted to bel converted to xed wing operation, a jet motor in each half of the rotatable wing comprising a single combustion chamber disposed centrally of the wing, a pair of nozzles connected with the combustion chamber and opening in the upper and lower wing surfaces at a point beyond the near edge of 'the combustion chamber and valve means associated with each nozzle for bringing into operation one or the other of the nozzles.

4. In a convertible aircraft having a rotary wing adapted to be converted to fixed wing operation, means for propelling and arresting said wing comprising a plurality of rocket motors on each edge of the wing halves and means to successively fire selected rocket motors for propelling the wing and means upon conversion to selectively fire other of the rocket motors to arrest 16 rotation of the wing wing position.

GERARD P. HERRICK.

REFERENCES CITED The following references are of record in ,the file of this patent:

UNITED STATES PATENTS Number Name Date 1,398,750 Stewart Nov. 29, 1921 1,484,632 Fales Feb. 26, 1924 1,485,704 Pescara Mar. 4, 1924 1,546,313 Pescara July 14, 192,5 1,550,106 Shaw Aug. 18, 1925- 1,578,168 Pescara Mar. 23, 1926 1,792,014 Herrick Feb. 10, 1931` 1,820,946 Pitcairn Sept. 1, 1931 1,848,321 Cresci Mar. 8, 1932 1,897,092 Weir Feb. 14, 1933 1,932,702 Langdon 1,--- Oct. 31, 1933 2,001,529 Dornier May 14,y 1935 2,254,963 Hovland Sept. 2, 1941 2,322,715 Kloeren June 22, 1943 2,330,056 Howard Sept. 21, 1943 2,395,435 Thompson et al. Feb. 26, 1946 2,397,357 'Kundig .,Mar. 26, 1946 A2,422,744 ONeill June 24, 1947 and to orient it 1n the nxed 

